Automatic carburetion interrupter for internal-combustion engines



Jan. m, 1967 G T. RANDOL 3,299,872

AUTOMATIC CAR BURETION INTERRUPTER FOR INTERNAL-COMBUSTION ENGINES Original Filed Sept. 2]., 1962 2 Sheets-Sheet 1 Jam 24,, 357 T RANDQL 3,299,872

AUTOMATIC CARBURETION INTERRUPTER FOR INTERNAL-COMBUSTION ENGINES Original Filed Sept. 21, 1962 2 Sheets-Sheet 2 United States Patent 3,299,872 AUTOMATIC CARBURETION INTERRUPTER FOR INTERNAL-COMBUSTION ENGINES Glenn T. Randol, 3 E. 2nd Ave., Loch Lynn, Mountain Lake Park, Md. 21550 Original application Sept. 21, 1962, Ser. No. 225,426, now Patent No. 3,272,028, dated Sept. 13, 1966. Divided and this application Oct. 22, 1965, Ser. No. 502,151 11 Claims. (Cl. 123-102) This application is a division of my copending application Serial No. 225,426 filed September 21, 1962, now US. Patent No. 3,272,028 dated September 13, 1966*.

In my copending application referred to, I have disclosed novel synchronizing mechanism adapted to establish substantially synchronous rotation of two frictionallyengageable clutch members during disengagement thereof, said mechanism being responsive to relative (asynchronous) rotation of said members to induce synchronism thereof prior to lock-up engagement wherein maximum torque-transmitting efiiciency is effective.

Included in said synchronizing mechanism are two energizable actuators for selectively operating the carburetor throttle-plate (valve) relatively to the existent operating position thereof above idling speed control under normal accelerator-actuation, to decrease and increase, respectively, engine speed therefore engine output torque, said actuators being energizab le automatically to effect their respective functions in response to different relative adjustments, respectively, within said synchronizing mechanism induced by asynchronous rotation of said clutch members when disengaged.

I have also disclosed in my above-identified copending application novel optional means for decreasing engine speed in the way of carbureting interrupter for operative incorporation in the conventional carburetor to operate the needle-valve from its manually-set position to block the jet passage irrespective of throttle-plate position under accelerator-actuation from idling position of engine control, said interrupter functioning to momentarily disable the carbureting (fuel-mixing) function of the carburetor in response to asynchronous rotation of said clutch members, while disengaged, to bring about synchronous rotation of said members automatically prior to firm engage ment thereof.

There are certain features of construction and operation which relate particularly to the aforesaid carburetion interrupter per se, thus rendering the same applicable for other than the type under consideration or to relatively adjustable mechanism other than a synchronizer. These features of the carburetion interrupter per se [form the subject-matter of the present application.

More specifically, an object related to the object next above, is the provision of a novel energizable actuator such as, for example, an electric solenoid operatively related with the needle-valve of the carburetor to axially move the same from its manually-set engine-operating position with respect to the main jet passage controllable thereby, to momentarily block said passage to throttle the engine without disturbing the existent open position of the throttle-valve under operator-actuation, and thereby decreasing engine speed automatically to substantially that of the clutch driven member prior to lock-up of both clutch members for torque transmission, and wherein spring means including a normally compressed spring are eifective to oppose solenoid-actuation of said needle-valve to return the latter to its normal carburet'ing position aforesaid upon de-energization of said solenoid.

Therefore, a broad objective of my invention is to provide novel engine-idling means operab-ly integrated with the conventional carburetor and operable automatically and independently of the throttle-plate with a high degree of sensitivity to reduce engine speed below an existent speed other than adling speed established by operator-actuation of the throttle-valve, and wherein special advantages are provided over the first-mentioned throttle-closing means, by utilizing said new and novel carburetion interrupter energizable to negate fuel supply to the main jet passage of the conventional carburetor, and thereby sensitizing engine-speed control so that reduction thereof occurs more rapidly therefore with less time delay than obtainable fromthrottle-plate control, to within substantial synchronism with that of the clutch driven member without the necessity for returning the throttle-plate or its operation otherwise to engine-idling position as a function of operator-actuation of the accelerator treadle and connected spring-loaded linkage during an upshifting gear-changing operation.

Another object related to the object immediately preceding is to incorporate said novel interrupter in the conventional carburetor without otherwise modifying the same, and in such manner that the main jet passage is momentarily disabled by operating the needle-valve control therefor to a blocking position during a selected upshifting operation; whereupon, completion of the latter operation, the interrupter is deenergized automatically to release the needle-valve for spring-actuation to reset the same to its normally adjusted position for resumption of engine operation, said needle-valve being manually-adjustable axially at will in such conventional carburetors without such adjustments affecting the capability of said interrupter when energized to disable the normal fuel-supply control by said needle-valve through said jet passage as a function of momentarily blocking the supply of fuel from the carburetor bowl.

With these and other objects and advantages in view, the invention consists of the new and novel combinations, constructions, and arrangements of the included elements as hereinafter more fully described, set forth in the claims appended hereto, and disclosed in the accompanying drawing forming :a part hereof, wherein:

FIGURE 1 is a longitudinal-vertical section of the conventional carburetor embodying my novel carburetion interrupting means with the needle-valve in its automatically set interrupting position and the accelerator treadle in engine-accelerating position, said means being operatively related with portions of my patented electro-vacuum clutch control system in schematic representation such as disclosed in FIGURE 14B of my copending application afore-mentioned wherein the enginedriven clutch is disengaged, the change-speed transmission (gearbox) upshifting from low to intermediate gear ratio, the vehicle operating at speeds substantially above 5 7 mph with the-governor switch open, and the electric circuit depicted in solid and dashed lines correspond ing to the energized and de-energized status thereof, respectively;

, FIGURE 2 is a fragmentary enlargement of FIGURE 1 to clarify the structural details of the interrupter engineidling means with particular reference to the manuallyset engine operating position depicted by dashed lines in the latter figure; and

FIGURE 3 is a longitudinal-vertical section of the accelerator-controlled switch device shown in elevation in FIGURE 1 wherein said device is in open-contact condition corresponding to engine-accelerating position of the accelerator treadle.

I have purposely retained in the present divisional application the same reference characters used to desig nate corresponding components and parts originally disclosed in my copending application afore-mentioned, to facilitate cross-reference between the present and orig-inal disclosures for a clear understanding of the structural relationship and operational behavior of my novel engine-speed reducing mechanism which forms the subject-matter of the present application.

The art to which the present invention relates, is known to be replete with various types of engine-idling devices associative with the conventional carburetor such as illustrated herein at CR, such devices utilizing an energizable actuator in the form of an electric solenoid or vacuum-servo, for example, to rotate the throttle-lever, shaft and connected throttle-plate (valve) TP counter to normal rotation producing engine acceleration under accelerator treadle actuation, such counter-rotation being accommodated by yielding of a spring interposed in the accelerator linkage, said spring normally enabling the throttle-valve to move in both directions as a unit with accelerator treadle movement until such time that idling or speed reduction of the engine is required, as in the case of making an upshift speed-change, to prevent engine-racing during such shifting operation, and to enable adjustment of engine speed to that of the clutch output shaft 33 as shown in FIGURE 1 for smooth transition of the selected upshift and subsequent lock-up for driving the vehicle in the newly established drive. However, none of the workers in the art has produced an enginespeed reducing control for conventional carburetors which operates independently of the throttle-valve and actuation thereof 'by the accelerator treadle, to idle or reduce engine speed with a higher degree of sensitivity than obtainable "from throttle-valve actuation for such purpose. Therefore, considerable simplification and operating efiiciency have been achieved over former proposals for lowering engine speed through the development of my novel solenoid-actuated needle-valve to negate its normal function of supplying a regulated fuel-mixture for engine operation, to momentarily interrupt engine operation with consequent reduction in the speed thereof during upshifting speed-changes in the gearbox GB (not shown).

Referring now to the drawing, and particularly to FIG- URE 1 wherein I have disclosed my novel engine-speed reducing mechanism generally designated CI, and which is operatively embodied in the conventional carburetor CR aforesaid operably related with an internal-combustion engine generally designated B, said speed-reducing mechanism CI comprising an energizable electric solenoid 8 having a sleeve-like winding 241 contained in a casing 242 closed at one end 243 and open at the other end 244 with an annular outstanding flange 245 defining the latter end. A metallic sleeve 246 forms the core of said winding and is flared at its extremities into circular recesses 247, 248 for-med in longitudinally spaced annular insulative heads (washers) 249, 251, respectively, to thus produce a unitary assembly of the winding, insulative encasement therefor and said metallic sleeve as shown in FIGURE 1. The open end of the casing is closed by a detachable cover plate 252 provided with a central exteriorly extruded embossment 25 3 centrally apertured at 254, said aperture being provided with an annular bushing 255 formed with an external annular groove 256 adapted to receive the marginal portion defining said aperture. An opening 257 in the bushing of substantially the same diameter as the aperture 254, communicates with an annular chamber 258 disposed between the lower end of the solenoid winding and the cover plate. This chamber contains a normally compressed spring 259 which reacts between the lower flared end of said metallic sleeve 246 and an annular outstanding flange 261 carried on the solenoid armature 262 operably projecting at its lower end through the opening 257, and upwardly through said solenoid sleeve 246 and a coaxial bore 263 in a threaded adapter 264 formed with a hex-portion 265 and a reduced portion 266, the latter portion passing through a central opening 267 in the closed end of the casing 242 and made fast thereto as by welding or otherwise. This adapter is tightly threaded into an internally threaded counterbore 268 formed in the carburetor body to engage the upper face of the said hex-portion tightly against the finished surface 269 defining the outer terminating end of the threads in said counterbore, thereby mounting the carburetion interrupter assembly CI in operating position on the carburetor CR.

The inner end of the threaded portion of the adapter 264 is normally spaced from the bottom 271 of said counterbore 268 to produce a needle-valve chamber 272 therebet'ween and which continuously communicates with a fuel passage 273 leading to the fuel chamber or bowl 274 of the carburetor CR.

The armature 262 is provided with an axial bore 275 coextensive therewith, the lower end portion of said axial bore being threaded at 276. A needle-valve 277 projects through said axial bore in threaded engagement therewith with its inner tapering end (valvular) portion 278 normally projecting in part into the entrance (orifice) of the main jet passage 279 to meter the fuel drawn through said jet passage into the carburetor intake passage or venturi 281. The needle-valve has the usual cross pin 282 through its outer end enlarged diameter portion for manual rotation thereof to effect axial adjustment of the quantity of fuel being metered thereby into the jet passage, which adjustment is identical to that for any conventional carburetor. The enlarged diameter portion of the needle-valve adjacent to and above said cross pin is threaded at 284 for cooperation with the internal threads 276 in the axial bore aforesaid whereby rotation of the needle-valve is effective to axially adjust the same relatively to the solenoid armature 262 and said jet passage. The lower exposed portion of the armature 262 is provided with a pair of diametrically opposed cross slots 285 to enable use of an open-end Wren-ch to stabilize the armature when manually adjusting the said needle-valve relatively thereto. The exposed portion has a threaded terminating portion 286. Another pair of slots 287 is provided in the end of the threaded portion of the armature, and which are positioned opposite each other. A lock-nut 288 provided with a closed end 289 having a central opening 291 of substantially the same diameter as the enlarged diameter portion of said needle-valve, enables this latter portion of the needle-valve to pass there/through to the exterior of the solenoid S. The inner marginal face portion 292 defining the opening 291 of said lock-nut, is tapered inwardly to engage a complementally tapered face 293 defining the lower end of the armature 262 whereby tightening of the look-nut on the threaded portion 286 forces the end slotted portions on the armature radially inwardly to clamp around the threaded portion of the needle-valve in its relative adjusted position with respect to the solenoid armature 262 in normally retracted (deenergized) position as shown in FIGURE 2.

Spaced from the upper end of said armature 262 is an annular groove 294 equipped with a flexible O-ring 295 adapted to isolate the fuel in the needle-valve chamber from the interior of the solenoid S, and upwardly spaced from the O-ring is another annular external groove 296 in the armature and which receives a split stop (abutment) ring 297 which normally abuts the upper end face of the threaded adapter to define the normally retracted position of the armature and connected needlevalve for engine operation. Such fully retracted position being effected by the compressed spring 259 upon de-energization of the solenoid S.

The upper end of the ararnature 262 defines an annular valve face 298 which is normally spaced from the confronting face (valve seat) portion 299 defining the ingress end of the main jet passage 279 which begins centrally of the bottom wall 271 of the aforesaid counterbore that defines the upper end of the needle-valve chamber 272. Under these conditions fuel from passage 273 is in communication with the main jet passage and needle-valve via the needle-valve ohamber'272 for normal fuel supply, but upon energization of the solenoid S the armature 262 is protracted to bring the valve face 298 into abutment with the valve seat portion 299 to block flow of fuel from the needle-valve chamber 272 into the main jet passage 279 and thereby disabling the engine for speed reduction thereof. Accordingly, the armature end 298 and seat portion 299 produce what may be termed a shutoff valve generally designated SV, to control flow of fuel from the needle valve chamber 272 between the main jet passage and tapering valve end of the needlevalve.

The inner and outer terminating ends 301, 302, respectively, of the solenoid winding pass through holes in the cover plate 252 as shown and connect to terminal posts 303, 304, respectively, the latter being suitably insulated from the casing flange 245 and cover plate as shown, and which serve the additional purpose of securing the cover plate to said flange 245. The terminal posts 303, 304 are connected in series with the lead (conductor) 170 aforesaid in which the solenoid S is interposed in the same manner as solenoid S disclosed in my copending application to perform the same function of idling (decelerating) the engine whereby a circuit branch US for upshifting synchronizing control of a switch device SS is completed in part.

The above reference is made to the throttle-closing solenoid S shown in FIGURE of my copending application to identify this structure as having a similar function to that of the solenoid S disclosed herein, however, since the former solenoid does not form part of the present invention such reference character does not appear on the drawing of the present application.

Referring now to the electro-vacuum clutch control system schematically depicted in FIGURE 1 in which my novel and improved carburetion interrupter CI exemplarily achieves its objectives and advantages, it is seen that said control system is characterized by a plurality of electric and vacuum control devices operatively interposed in an electric circuit energiza'ble by a battery B upon closing a master (ignition) switch MS shown in its on position. This circuit includes a relay circuit RC having an interposed relay RY connected to a solenoid S of a shutoff valve SV adapted to control the master friction clutch (not shown) by means of a vacuum clutch-servo (not shown) by means of a con duit 65 to the latter valve. interposed in series in branch circuit US (170) are said carburetion interrupter CI, an interrupter switch IS controlled by a manual shifting mechanism, an energizing coil for the contact-aramture of said relay, and said synchronizing switch SS; the downshifting branch circuit DS forms no part of the present invention therefore it is mentioned to show only its relationship to said switch SS. Another branch circuit 37 8 includes in series the accelerator-operated switch AS, said relay energizing coil and a governor switch GS preferably driven from the tailshaft 411 of the associated manual gearbox (not shown).

The various electric circuits are shown in solid lines in energized condition while their de-energized status is depicted by dash lines as shown in FIGURE 1.

The shutoff valve SV communicates with the engine intake manifold IM via conduit 315 in which is interposed a vacuum tank and a check valve whereby in the open status of this shutoif valve SV vacuum is in communication with the clutch-servo via conduit 65 to render atmospheric pressure effective to produce a pressure differential in said servo to disengage the master friction clutch (not shown). The conditions obtaining in the control system as illustrated exemplarily by FIGURE 1 are as follows:

The manual shifting mechanism generally designated by shaft 442 has reached substantial completion of the establishment of intermediate drive in the gearbox (not shown) therefore circuits US and RC are energized to operate the shutoff valve SV to open position, the relay RY to closed-contact condition, and the carburetion interrupter CI to negate the fuel-mixing function of the carburetor CR notwithstanding the latter is open-throttle engine accelerating position and thereby reducing engine speed.

Upon the manual shifting mechanism completing its selected drive-establishing movement, the interrupter switch IS opens automatically resulting in de-energization of circuits US and RC to enable the normal carbureting function of the carburetor OR to be restored and closure of the shutoff valve SV to block vacuum communication with said clutch-servo and vent the latter to atmosphere for automatic re-engagernent of the master friction clutch (not shown) as by spring means.

During the aforesaid operation of the carburetion interrupter CI as described, the synchronizing switch SS maintains the upshift circuit US energized and the downshift circuit DS de-energized, and since the road speed of the vehicle is at or above 5-7 mph, the governor switch GS is open with resultant de-energization of the circuit 378 to render accelerator-operation of the switch AS ineffective, the latter switch serving to control in part clutch re-engagement when starting the vehicle and continues effective to regulate in part clutch re-engagement until vehicle road speed reaches 5-7 mph. or above whereat the governor switch GS opens to maintain circuit 378 broken therefore opening and closing of switch AS is ineffective to interrupt clutch engagement during normal driving of the vehicle.

In operation, the needle-valve 277 is in its automatically protracted position shown in FIGURE 1, and the solenoid S energized and the engine operating in accordance with the open position of the throttle-plate TP. Thus the throttle-plate TP is under normal actuation by the accelerator treadle in the usual manner to control engine speed and torque requirements, but in the event of upshifting the gearbox from low speed drive to intermediate (second) speed drive, for example, the speed of the engine would require lowering to synchronously match the speed of the gearbox input shaft 33 rotating according to the newly established second speed drive thus enabling smooth transition between these two forward speeds. Under such circumstances, the synchronizer mechanism (not shown) and which is controlled by speed differential between the engine and gearbox input shaft 33, would take up its upshiftin-g position of control due to engine speed exceeding input shaft speed and wherein the contacts 107, 113 are engaged thereby completing in part the branch circuit US with resultant energization of the solenoid S when said circuit is completed in a manner to be explained. Energization of solenoid S protracts its armature 262 and needle-valve 277 carried thereby to the position shown in FIGURE 1 wherein the inner end (valve face) of the armature 262 abuts the confronting marginal face (valve seat) defining the ingress end of the main jet passage 279 and thereby blocking flow of fuel from the carburetor bowl into said passage past the tapering end of the needle-valve 277 for atomization as the fuel emits from the egress end of the main jet passage into the venturi passage. is disabled to perform its normal carburetin-g (fuel-mixing) function and therefore engine power is cut off causing rapid reduction inthe speed of the engine from that defined by the operating position of the throttleplate TP as shown in FIGURE 1. This reduction in engine speed into synchronism with the speed of the gearbox input shaft 33 with engine speed falling slight- 1y below overlapping the speed of said input shaft, is eifective prior to lock-up of the main clutch for transmitting torque between the engine and said input shaft, to interrupt the branch circuit US therefore de-energizing the solenoid S. Upon such de-ener-gization of the solenoid S", the spring 259 automatically retracts the armature 262 and needle-valve 277 as a unit to normal position shown in FIGURE 2 to reactivate the fuelmixing function of the needle-valve 277 and main jet Under these conditions, the carburetor CR passage for resumption of engine operation under control of the throttle-valve TP at its existing open position as shown in FIGURE 1 or a different open position.

When the aforesaid overlap occurs, that is, when engine speed falls below the speed of the input shaft 33 during the upshifting synchronizing phase therebetween incident to such upshifting of the gearbox, the connection between the contacts 107, 113 of the synchronizing switch SS is interrupted and connection between the downshifting contacts 106, 112 established, but notwithstanding the latter contacts have been closed, the circuit controlled thereby is still broken, such requiring for completion operation of an additional control device not included in the present invention. Therefore, the downshifting control by the synchronizer mechanism (not shown) is negated until an actual downshifting operation of the gearbox is desired.

The idling control of the engine as above described, is momentarily effective in response to movement of the shift-lever shaft 442 from one speed position to another in an upshifting direction. When a change in speed is desired, the engine automatically reduces speed irrespective of the open position of the throttle-plate T-P beyond normal idling position of control to prevent racing, but upn the driving and driven members of the engine-driven clutch (not shown) becoming SIll'fiClGIltlY separated by said clutch-servo (not shown) to have relative slipping engagement, the synchronizing mechanism incorporated in the clutch becomes operative to its operating position of upshifting control, and thereby effective to close the synchronizing switch contacts 107, 113 to reduce engine speed as required before the friction members of the clutch re-engage to lock-up condition for normal driving of the associated vehicle. Under actual driving conditions, the driver may have a change of mind during clutch disengagement to downshift from a previously upshifted position. of the gearbox, and therefore, immediate reduction in engine speed is required followed by increase of engine speed to enable smooth transition in this type of shift. Thus, the synchronizer mechanism fully disclosed in my copending application sensitively responds to such changes in the speed of rotation of the input shaft 33 with respect to engine speed which may occur in an interval of time, a moment or two, to prevent lurching of the vehicle at the instant of clutch lock-up upon completion of the .gearbox drive in which driving of the vehicle continues.

It follows from the foregoing description that the sync'hronizer mechanism which includes an actuator for the switch SS responsive to speed differential of the engine and input shaft 33, and the carburetion interruptor CI, responds to any relative movement between the driving and driven members of the engine-driven clutch (not shown), which prevents the synchronizing mechanism rotating as a unit with the driven member of the clutch, such relative movement causing the synchronizing mechanism to take up its relative position with respect to portions thereof co-rotatable with the flywheel of the engine, and in turn actuates the movable element 105 of the switch device SS to close the contacts 107, 113 when the speed of the driving member is greater than that of the driven member comprising the engine-driven clutch (not shown).

One of the relative positions of the synchronizing mechanism is so arranged that the switch SS is operated to complete in part the electric circuit to the carburetion interrupter CI when ever the speed of the driving member exceeds that of the driven member, the latter circuit being completed by closing the interrupter switch IS responsive to shift-lever movements to upshift the gearbox (not shown).

It is important to note that further beneficial results in the driving control of a motor vehicle equipped with my novel carburetion interrupter CI are realizable in the sensitivity provided in relationship to relative speed-s bea tween the engine and gearbox input shaft 33 during clutchdisengagement to modulate engine speed int-o synchronism with that of the input shaft for smoothly upshifting the gearbox. Such sensitivity being the results of directly dis' abling the fuel-mixing function of the carburetor CR independently of throttle-plate actuation, and without modifying the normal linkage connections between the throttle-plate and accelerator treadle. As pointed out heretofore, workers in the art to which the present invention relates, have resorted to spring-loaded connections between the throttle-plate and accelerator treadle whereby the latter is effective to open and close the throttlevalve for normal control of the engine, but when a shifting operation is required necessitating reduction of engine speed as in the case of an upshift, an electric solenoid or a vacuum-servo is usually employed to close the throttle-valve in opposition to the spring load in the linkage when the accelerator treadle is depressed from normal idling position of control, to prevent engine-racing during such a shifting operation, particularly when it is desired to make such an upshift during open-throttle. The aforesaid spring load in the linkage hampers rapid operation of the solenoid or vacuum-servo, and therefore time-delay results with consequent lack of engine control during the period of clutch-disengagement causing the vehicle to lurch when the clutch re-engages. Such lurching places undue strain on the driving mechanism of the vehicle and discomfort to the vehicle passengers. Moreover, use of linkage incorporating a spring-loaded connection complicates the connection between the throttle-valve and accelerator treadle thus requiring more service maintenance to keep the proper working relationship between the upshift actuator, accelerator treadle and throttle-valve. This latter condition is completely overcome by my novel carburetion interrupter CI carrying out its function independently of the accelerator linkage.

The foregoing description is believed to set forth clearly the achieving of the various stated objectives of my invention, and to describe the advantageous results to be derived therefrom. Moreover, it is obvious from the present disclosure that the solenoid armature 262 and needle-valve 277 may be formed as an integrated element and processed with the aforesaid conical valve portion 278, and that a manually-settable element separate from said integrated element may be utilized to effect at will normal adjustment thereof for engine operation, said manual element being located coaxially with or offset from the axis of said integrated element whereby energization of the solenoid S would be effective to move the latter element relatively to the manual element to block the aforesaid jet orifice g) interrupt the carbureting function of said carburetor The preferred embodiment of the invention herein disclosed is believed well calculated to fulfill the objects above stated, however, it should be appreciated that the underlying concept is obviously applicable in installations other than friction clutch mechanism which would readily occur to persons skilled in the related art. Therefore, the invention is to be limited only in accordance with the terms of the subjoined claims.

Having thus described my invention, I claim:

1. In a carburetor having a hollow body provided with a fuel compartment and a venturi passage with an lactuatable throttle-valve therein for controlling the speed defining the torque output of an internal-combustion engine, the latter being provided with an inlet-manifold and accelerator mechanism adapted to actuate said throttle-valve from normal engine-idling position of control to wide-open throttle for maximum engine speed, the improvement which comprises: a throttle shaft mounted on the carburetor body and spanning said venturi passage, and on which said throttle-valve is mounted for co-rotation therewith to control the quantity of fuel-mixture drawn through the venturi passage into the engine inlet-manifold; a throttle lever fast at one end on one of the exterior ends 9 of said throttle shaft; linkage interconnecting the free end of said throttle lever with the accelerator treadle; a normally compressed spring reacting between a portion of the accelerator treadle and a fixed portion associated with the engine to bias the accelerator treadle toward normal engine-idling position; an abutment-engaging element mounted on the carburetor body for engagement by said throttle lever to establish the idling position of said throttle-valve; a main jet fuel-supplying passage in said carburetor body and which continuously communicates at its inner end with said venturi passage; a fuel chamber; a tapered orifice defining the outer end portion of said jet passage; a solenoid having an energizable sleeve-type wind ing contained in a casing mounted coaxially with respect to the fuel chamber and outer end of said jet passage; an axially-bored armature movably disposed in said winding, the inner end of said armature projecting into said fuel chamber; a manually-adjustable needle-valve projecting through the axially-bored armature in threaded engagement therewith to move as a unit; a conical portion defining the inner end of said needle-valve and which is adapted to cooperate with said tapered orifice to establish the quantity of fuel drawn through the jet passage from said fuel compartment; an externally threaded portion defining the outer exposed end of said axially-bored armature; an internally threaded cup-like lock-nut adapted to engage said threaded portion on the axially-bored armature to lock said needle-valve in its axially adjusted position with respect to said armature; a control hole through the end wall of said lock-nut accommodating the outer end of said needle-valve to project to the exterior thereof whereby manual rotation of said needle-valve is provided when said lock-nut is loosened, enabling said relative axial adjustment thereof; an annular abutment element spaced from the inner end of said axially-bored armature and which normally engages the inner end face of the mounting for said solenoid to define the normal relationship between the conical end of the needle-valve and cooperating tapered orifice; another normally compressed spring reacting between the casing of said solenoid and axially-bored armature therein to establish the latter and needle-valve carried thereby in their respective normal fully retracted positions wherein the annular abutment element is engaged with its cooperating inner end face of the mounting for said solenoid when the latter is de-energized; a circular valve seat defining the outer enlarged end of the tapered orifice which communicates with said fuel chamber; a complemental valve face defining the inner end of said axially-bored armature, and which is adapted to engage said valve seat to block flow of fuel from the fuel chamber into said orifice of the jet passage when said solenoid is energized thereby interrupting normal fuel-mixing function of the carburetor under throttle-valve control with resultant reduction in the speed of the engine, said conical portion on the needle-valve projecting farther into said tapered orifice substantially closing the same; a synchronizing switch having two positions .of control with one of said positions connected to said solenoid aforesaid to energize and de-energize the Winding thereof in response to changes in the speed of the engine in accelerating and de-celerating ranges, respectively.

2. In a carburetor having a hollow body provided with a fuel compartment and a venturi passage with .an actuatable throttle-valve therein for controlling the torque output of an internal-combustion engine, the latter being provided with an inlet-manifold and accelerator mechanism adapted to activate said throttle-valve from normal engine-idling position of control to wide-open throttle for maximum engine speed, the improvement which comprises: a main jet fuel-supplying passage in said carburetor body, the inner end of said last-defined passage communicating with said venturi passage with the outer end of said jet passage formed with a tapered orifice portion; an energizable actuator having an axially-bored element movable to perform work, said actuator being mounted coaxially with respect to said jet passage; a manually-adjustable needle-valve projecting through the axial bore in said work element in threaded engagement therewith whereby manual rotation thereof is effective to axially ladjust said needle-valve relatively with respect to said work element and said tapered orifice; a conical portion defining the inner end of said needle-valve, and which is adapted to cooperate with said tapered orifice to control the quantity of fuel drawn from said fuel compartment into said jet passage for mixing with the air flow through said venturi passage to produce a combustible fuel-mixture; an annular abutment element spaced from the inner end of said work element and which normally engages the inner end of said actuator to define the normal axially adjusted relationship between the conical portion on the needle-valve and cooperating .tapered orifice; a normally compressed spring reacting between said work element and a portion of said actuator to establish the latter and therefore the needle-valve in their respective normal positions enabling fuel to pass into said jet passage, and wherein said abutment element is in engagement with the inner end of said actuator when the latter is de-energized; a circular valve seat defining the outer end of said tapered orifice which communicates with said fuel compartment; a complemental valve face defining the inner end of said work element, and which is adapted to cooperate with said valve seat to block flow of fuel from said fuel compartment into said tapered orifice of the jet passage when said actuator is energized thereby interrupting the normal carbureting function of the carburetor with resultant reduction in the speed of the engine, said conical portion on the needle-valve projecting farther into said tapered orifice substantially closing the same; a synchronizing control device having two operating positions of control with one of said positions being effective to control energization of said actuator, and the other position being effective to de-energize said "actuator; means responsive to change of speed of the engine in an accelerating direction for operating said control device to its one operating position to energize said actuator for modulating the carbureting function of said carburetor to decrease engine speed into synchronism substantially with the speed effective prior to said change and thereby enabling resumption of engine operation under normal control by said throttlevalve; and means for energizing said actuator.

3. A carburetor constructed in accordance with claim 2 wherein said means for energizing said actuator comprise: an electric circuit including a master switch operable to closed position to connect a source of electrical energy to said circuit.

4. A carburetor constructed in accordance with claim 3 wherein said control device is a switch selectively operable between open and closed positions of control, in response to said responsive means to close said switch and thereby completing in part said circuit.

5. A carburetor constructed in accordance with claim 4 wherein said actuator comprises: an energizable solenoid provided with a casing containing a sleeve-type winding terminating at opposite ends in a pair of terminal posts, respectively, mounted on and insulated from said casing; an adapter at one end of said solenoid casing for mounting the same on the carburetor body coaxially with respect to said jet passage, said work element constituting the armature of said solenoid, and which is displaceable from normal position upon completion of said circuit by closure of a manually-operated switch to energize said winding, to a position whereat said needle-valve blocks communication between said jet passage and fuel compartment to thus disable the engine with resultant reduction in the speed thereof.

6. A carburetor having a fuel bowl for supplying fuel to a main jet passage, and a venturi passage cooperating with said jet passage to produce a carbureted fuel-mixture, the combination of an axially-adjustable needlevalve for controlling the quantity of fuel entering said main jet passage and drawn into said venturi passage by air fiow therethrough to produce a combustible fuel-mixture for operating an internal combustion engine; and energizable actuator having an element coaxially related with said needle-valve and movable to perform work in opposition to a normally compressed spring adapted to establish the normal position of said element; means interconnecting said needle-valve with said work element to axially move as a unit in both directions; means enabling relative manual rotation of said needle-valve to effect relatively adjusted axial positions thereof with respect to said work element and said jet passage to define the quantity of fuel drawn from said fuel bowl into said jet passage under air flow through said venturi passage to produce the fuelmixture in said venturi passage when said actuator is in normally de-energized position; means for energizing said actuator to axially displace said work element and connected needle-valve as a unit from normal position to a position blocking passage of fuel through said jet passage and thereby disabling the carbureting function of said carburetor; a rotatable element; and means for controlling energization of said energizing means in response to relative underspeed rotation of said last-defined element normally co-rotational with said engine whereby disabling of said carbureting function is effective to reduce engine speed to substantially match that of said last-defined element.

7. A carburetor having a fuel bowl for supplying fuel to a main jet passage provided with a valvular orifice, and a venturi passage characterized by air fiow therethrough for drawing fuel through said orifice to produce in said latter passage a combustible fuel-mixture for operating an internal combustion engine; an energizable actuator having a work-performing element coaxially related with said jet passage and movable from a normal carbureting position of control under actuator energization; a valvular portion on said work element and which is adapted to cooperate with said orifice to control flow of fuel into said venturi passage; a compressed spring adapted to react on said work element to bias it toward normal position; means for manually setting said work element at will in normal engine-operating position; means for energizing said actuator to displace its work element from normal position to a different position wherein said valvular portion is effective to block flow of fuel through said orifice and thereby automatically interrupting the carbureting function of said carburetor; a rotatable element; and means for controlling energization of said energizing means in response to relative underspeed rotation of said last-defined element normally co-rotational with said engine whereby interruption of said carbureting function is effective to reduce engine speed to substantially match that of said last-defined element.

'8. A carburetor having a fuel bowl for supplying fuel to a main jet passage provided with a valvular orifice, and a venturi passage characterized by air flow therethrough for drawing fuel through said orifice to produce in said latter passage a combustible fuel-mixture for operating an internal combustion engine; an electric solenoid having an energizable winding and a work-performing element coaxially related with said jet passage and movable from normal position in one direction under energization of said winding; a compressed spring adapted to react on said work element to establish the latter in normal position when said winding is de-energized; a manually movable needle-valve coaxially carried by said work element, and which is movable relatively to and as a unit with said work element; a valvular portion on said needle-valve and which is adapted to cooperate with said orifice to control flow of fuel into said venturi passage; an electrical circuit including energizing means therefor having connections with said winding to energize the latter and thereby displacing said needle-valve to a different position effective to block fiow of fuel through said orifice to automatically interrupt the carbureting function of said carburetor; a rotatable element; and a switch device interposed in said circuit and operable to control energization of said winding in response to relative underspeed rotation of said last-defined element normally co-rotational with said engine whereby interruption of said carbureting function causes reduction in engine speed to substantially match that of said last-defined element.

9. A carburetor having a fuel bowl for supplying fuel to a main jet passage provided with a valvular orifice, and a venturi passage characterized by air flow therethrough for drawing fuel through said orifice to produce in said latter passage a combustible fuel-mixture for operating an internal combustion engine; an electric solenoid having an encasement containing an energizable winding terminating at opposite ends in a pair of terminal posts, respectively, fixed on said encasement; an armature movable in said encasement in one direction from normal position under energization of said winding; a compressed spring adapted to react on said armature to move the same in the opposite direction toward normal position when said winding is de-energized; a threaded axial bore coextensive with said armature; a manually rotatable needle-valve having a conical valvular portion projecting through said axial bore in threaded engagement therewith whereby reltive rotational movement of said needle-valve is effective to change the relative axial relationship between the latter and said armature to establish the conical valvular portion in normally sepaced adjustment with respect to said valvular orifice to render tthe carbureting function of said carburetor effective to operate the engine; an electrical circuit including energizing means therefor and having connections with said terminal posts to energize said Winding and thereby displacing said needle-valve and armature as a unit to a different position effective to block said valvular orifice to automatically interrupt the carbureting function of said carburetor; a rotatable element; and a switch device interposed in said circuit and operable to control energization of said winding in response to relative underspeed rotation of said last-defined element normally co-rotational with said engine whereby interruption of said carbureting function causes reduction of engine speed to substantially match that of said last-defined element.

10. A carburetor having a fuel bowl for supplying fuel to a main jet passage provided with a valvular orifice, and a venturi passage characterized by air flow therethrough for drawing fuel through said orifice to produce in said latter passage a combustible fuel-mixture for operating an internal-combustion engine; an energizable actuator having a work-performing element coaxially related with said jet passage and movable from a normal position wherein the carbureting function of the carburetor is operative; a compressed spring adapted to react on said work element to establish the latter in normal position when said actuator is de-energized; a valvular portion on said work element and which is adapted to cooperate with said valvular orifice to control flow of fuel into said venturi passage; means for manually setting said work element at will to establish the normal carbureting function of said carburetor for operating said engine; means for energizing said actuator to displace said work element from normal position to a different position wherein said valvular portion is effective to block flow of fuel through said valvular orifice and thereby automatically interrupting the carburetor function of said carburetor; a rotatable element; and means for controlling energization of said energizing means in response to relative underspeed rotation of said last-defined element normally co-rotational with said engine whereby interruption of said carbureting function causes reduction of engine speed to substantially match that of said last-defined element.

11. A carburetor having a fuel bowl for supplying fuel to a main jet passage provided with a valvular orifice, and a venturi passage characterized by air flow therethrough for drawing fuel through said orifice to produce in said latter passage a combustible fuel-mixture for operating an internal-combustion engine; an electric solenoid having an energizable and de-energizable Winding for operatively moving and releasing, respectively, a work-performing element coaxially related with said jet passage; a valvular portion on said Work element adapted to cooperate with said valvular orifice to control flow of fuel into said venturi passage; a compressed spring adapted to react on said work element to establish it in released position when said winding is de-energized; means for manually setting said Work element at will in normal carbureting position to operate said engine; electric circuit means including energizing means therefor for energizing said winding to move said work element from normal position to a different position wherein said valvular portion is effective to block flow of fuel through said valvular orifice and thereby automatically interrupting the carbureting function of said carburetor to disable engine operation with resultant reduction in the speed thereof; a rotatable element; and a switch device in said circuit means and operable to control energization of said winding in response to relative underspeed rotation of said last-defined element normally co-rotational with said engine whereby interruption of said carbureting function is effective to reduce engine speed to substantially match that of said lastdefined element.

References Cited by the Examiner UNITED STATES PATENTS 1,176,816 3/1916 Fountaine. 1,858,835 5/1932 Maybee et al. 26169 2,611,593 9/1952 Boyce 261-69 2,623,617 12/1952 Snyder et al 123198 X MARK NEWMAN, Primary Examiner.

LAWRENCE M. GOODRIDGE, Examiner. 

1. IN A CARBURETOR HAVING A HOLLOW BODY PROVIDED WITH A FUEL COMPARTMENT AND A VENTURI PASSAGE WITH AN ACTUATABLE THROTTLE-VALVE THEREIN FOR CONTROLLING THE SPEED DEFINING THE TORQUE OUTPUT OF AN INTERNAL-COMBUSTION ENGINE, THE LATTER BEING PROVIDED WITH AN INLET-MANIFOLD AND ACCELERATOR MECHANISM ADAPTED TO ACTUATE SAID THROTTLE-VALVE FROM NORMAL ENGINE-IDLING POSITION OF CONTROL TO WIDE-OPEN THROTTLE FOR MAXIMUM ENGINE SPEED, THE IMPROVEMENT WHICH COMPRISES: A THROTTLE SHAFT MOUNTED ON THE CARBURETOR BODY AND SPANNING SAID VENTURI PASSAGE, AND ON WHICH SAID THROTTLE-VALVE IS MOUNTED FOR CO-ROTATION THEREWITH TO CONTROL THE QUANTITY OF FUEL-MIXTURE DRAWN THROUGH THE VENTURI PASSAGE INTO THE ENGINE INLET-MANIFOLD; A THROTTLE LEVER FAST AT ONE END ON ONE OF THE EXTERIOR ENDS OF SAID THROTTLE SHAFT; LINKAGE INTERCONNECTING THE FREE END OF SAID THROTTLE LEVER WITH THE ACCELERATOR TREADLE; A NORMALLY COMPRESSED SPRING REACTING BETWEEN A PORTION OF THE ACCELERATOR TREADLE AND A FIXED PORTION ASSOCIATED WITH THE ENGINE TO BIAS THE ACCELERATOR TREADLE TOWARD NORMAL ENGINE-IDLING POSITION; AN ABUTMENT-ENGAGING ELEMENT MOUNTED ON THE CARBURETOR BODY FOR ENGAGEMENT BY SAID THROTTLE LEVER TO ESTABLISH THE IDLING POSITION OF SAID THROTTLE-VALVE; A MAIN JET FUEL-SUPPLYING PASSAGE IN SAID CARBURETOR BODY AND WHICH CONTINUOUSLY COMMUNICATES AT ITS INNER END WITH SAID VENTURI PASSAGE; A FUEL CHAMBER; A TAPERED ORIFICE DEFINING THE OUTER END PORTION OF SAID JET PASSAGE; A SOLENOID HAVING AN ENERGIZABLE SLEEVE-TYPE WINDING CONTAINED IN A CASING MOUNTED COAXIALLY WITH RESPECT TO THE FUEL CHAMBER AND OUTER END OF SAID JET PASSAGE; AN AXIALLY-BORED ARMATURE MOVABLY DISPOSED IN SAID WINDING, THE INNER END OF SAID ARMATURE PROJECTING INTO SAID FUEL CHAMBER; A MANUALLY-ADJUSTABLE NEEDLE-VALVE PROJECTING THROUGH THE AXIALLY-BORED ARMATURE IN THREADED ENGAGEMENT THEREWITH TO MOVE AS A UNIT; A CONICAL PORTION DEFINING THE INNER END OF SAID NEEDLE-VALVE AND WHICH IS ADAPTED TO COOPERATE WITH SAID TAPERED ORIFICE TO ESTABLISH THE QUANTITY OF FUEL DRAWN THROUGH THE JET PASSAGE FROM SAID FUEL COMPARTMENT; AN EXTERNALLY THREADED PORTION DEFINING THE OUTER EXPOSED END OF SAID AXIALLY-BORED ARMATURE; AN INTERNALLY THREADED CUP-LIKE LOCK-NUT ADAPTED TO ENGAGE SAID THREADED PORTION ON THE AXIALLY-BORED ARMATURE TO LOCK SAID NEEDLE-VALVE IN ITS AXIALLY ADJUSTED POSITION WITH RESPECT TO SAID ARMATURE; A CONTROL HOLE THROUGH THE END WALL OF SAID LOCK-NUT ACCOMODATING THE OUTER END OF SAID NEEDLE-VALVE TO PROJECT TO THE EXTERIOR THEREOF WHEREBY MANUAL ROTATION OF SAID NEEDLE-VALVE IS PROVIDED WHEN SAID LOCK-NUT IS LOOSENED, ENABLING SAID RELATIVE AXIAL ADJUSTMENT THEREOF; AN ANNULAR ABUTMENT ELEMENT SPACED FROM THE INNER END OF SAID AXIALLY-BORED ARMATURE AND WHICH NORMALLY ENGAGES THE INNER END FACE OF THE MOUNTING FOR SAID SOLENOID TO DEFINE THE NORMAL RELATIONSHIP BETWEEN THE CONICAL END OF THE NEEDLE-VALVE AND COOPERATING TAPERED ORIFICE; ANOTHER NORMALLY COMPRESSED SPRING REACTING BETWEEN THE CASING OF SAID SOLENOID 